Automatic train-stop and recorder.



J. H. K. McCOLLUM.

AUTOMATIC TRAIN STOP AND RECORDER.

APPLICATION FILED JUNE 5. 1911.

THE COLUMBXA PLANOORAPH c0., WASHINGTON, D. c

Patented J une 6, 1916.

2 SHEETS-SHEET I.

J. H. K. McCOLLUM.

AUTOMATIC TRAIN STOP AND RECORDER.

APPLICATION FILED JUNE'S, 19H.

' Patented June 6, 1916.

2 SHEETS-SHEET 2.

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UMTED STATES PATENT @FFlfiE.

JAMES HARRY KEIGI ILY MGCOLLUM, OF TORONTO, ONTARIO, CANADA, ASSIGNOR TOGEORGE H. GOODERHAM AND JOHN WYCLIFFE LOWES FORSTER, BOTH 0F TORONTO,

ONTARIO, CANADA.

AUTOMATIC TRAIN-STOP AND RECORDER.

Application filed. June 5, 1911.

To all whom, it may concern:

Be it known that 1, JAMES HARRY 'KEIGHLY MoCoLLUM, a subject of the Kingof Great Britain, and resident of the city of Toronto, county of York,Province of Ontario, in the Dominion of Canada have invented certain newand useful Improvements in Automatic Train-Stops and Recorders, of whichthe following is a specification.

The invention relates to improvements in automatic train stops andrecorders, as described in the following specification and illustratedin the accompanying drawings that form part of the same.

The invention consists essentially in the novel construction andarrangement of parts, whereby an automatic application of the brakes iseffected in the event of the train passing a danger signal, and wherebyan accurate record is made of thecondition of the signals at the time ofpassing same.

The objects of the invention are, to minimize accidents on rail-ways, toautomatically stop the train in the-event of the engineer failing toobserve and act upon a danger signal set against him, and to devise asimple mechanism adapted to work in conjunction with present knownsignaling systems and which will act to stop the train in the event offailure of any of the parts, and further to devise a means of keepingthe engineer always alert by retaining a record of his run and thecondition of all signals passed.

In the drawings, Figure 1 is a diagrammatic view of the inventionshowing the apparatus carried on the train partly in section andillustrating the manner of contact with the rail and operating memberand the electrical circuits connected therewith. Fig. 1 is adiagrammatical plan View illustrating the wiring arrangement for thetrack circuit. Fig. 2 is a perspective view of v the main air valve andoperating shoe shown partly broken away. Fig. 3 is a horizontalsectional view through the main air valve and shoe. Fig. 4c is anelevational diagrammatic view of a portion ofa track-way showing themeans for actuating the mechanism carried on the locomotive. Fig. 5 is ahorie Specification of Letters Patent.

Patented June 6, 1916.

Serial No. 631,454.

zontal sectional view through the line a-b Fig. 1.

Like numerals of reference indicate corresponding parts in each figure.

Referring to the drawings, 1 is a pipe leading from the train line pipeof the air brake system of the train.

2 is a valve casing secured to the pipe 1 and having atapered valve seat3 formed therein.

4 is a valve arranged to close against the seat 3 and having its stem 5slidably arranged in the spider 6 above the valve seat 3 and in thecross bar 7 below said valve seat, said stem having a shouldered portion8 adapted to engage the cross bar 7 to limit the downward movement ofthe valve.

9 are a pair of electro-magnets secured to the cross bar 7 and extendingdownwardly therefrom and arranged one to each side of the valve stem 5.

10 is an armature rigidly secured to the end of the stem 5 and arrangedadjacent to the bottom ends of the cores of the magnets 9. The armature10 is set so that on the electro-magnetsbeing energized, the pull of themagnets on the said armature will lift the valve 4: to its seat and willhold said valve closed against the train line pressure.

11 is a casing secured to or forming part with the valve casing 2 andhaving a narrow passage 12 arranged at one side thereof lead ing to acircular chamber 13.

14 is a pipe leading from the lower end of the casing 11. 15 is a rotorjournaled within the circular chamber 13 and having radially arrangedbuckets 16 arranged to extend into the path of the air passage betweenthe passage12 and the pipe 14L and adapted to be rotated by the flow ofair therethrough. I

17 is a valve casing supported on a frame 18 which is rigidly connectedto the locomotive and electrically insulated therefrom in any suitablemanner, the actual connection to the locomotive not being shown.

19 is a pipe connected to the pipe 14: and electrically insulatedtherefrom and leadin to the valve casing 17. The valve casing 1 20 inone of its ends and an are shaped slot 21 extending therethrough at theupper side. 22 is a spindle rotatably secured in the ends of the casing17 and projecting therethrough, said spindle having a feather 23extending from one side thereof within the casing and a central hole 24extending longitudinally thereof. The outwardly extending ends of thespindle 22 are slotted longitudinally to a point close to the ends ofthe casing and provided with cross key slots 25.

26 is a shoe preferably formed of cast iron and having a pair of arms 27formed with heads 28 at their extremities adapted to fit into thelongitudinal slots 29 in said spindle.

30 are key slots extending transversely through the heads 28 and adaptedto register with the slots 25 in said spindle.

31 are holes formed in the shoe 26 and extending outwardly from theheads 28 to the extremity of said shoe, the inner ends opening laterallyinward and registering with the central hole 24 in the spindle 22.

32 are tapered split keys inserted through the key slots in the spindle22 and extending through the slots in the heads 28, said tapered keysholding the inner faces of the arms 27 in close engagement with thebottom of the slots 29 in said spindle and forming air tight jointstherewith.

33 is a disk valve rotatably arranged within the casing 17 and fittingagainst one end thereof, said valve having an are shaped slot 34 andextending therethrough and arranged so that when the shoe is in ahorizontal position the end of said slot will be close to the air hole20 in the end of the casing.

35 is a flange projecting from the inner face of the valve 33 andpartially encircling the spindle 22. said sleeve having a sector shapednotch 36 cut therein into which the feather 23 of said spindle extends.

37 is an air hole through the spindle communicating with the interior ofthe casing beyond the end of the sleeve 35.

38 is a pin secured to the valve 33 and extending outwardly through theare shaped slot 21.

39 is a rod secured in the frame 18 extending through a slot 40 in theshoe 26.

41 are spiral springs encircling the rod 39 and engaging the top andbottom sides of said shoe and holding it in a horizontal position.

42 is a cylinder arranged adjacent to the valve casing 17 and held infixed relation to the said valve casing.

43 is a piston operating in the cylinder 42.

44 is a link pivotally connected at one end to the outer end of saidpiston and at the other end to projecting end of the pin 38 secured tothe valve 33.

' pipe coupling 51.

52 is a pipe leading from the casing 50 to the cylinder 42 and formedwith a suitable electrical insulating oint 53.

54 is a pipe entering the valve casing 50 between the pipe 51 and thepipe 52 and communicating with the main reservoir of' the air brakesystem.

50 is a piston valve slidably arranged within the casing 50 and havingthe portion 56 normally closing the opening to the pipe 51 and theportion 57 arranged partly closing the pipe 52.

58 is an air hole in the bottom of the casing 50 arranged below theportion 56 of the valve.

59 is an electro-magnet arranged at the top end of the casing 50 andadapted on be ing energized to lift the valve 55. The piston portions ofthe valve are so arranged in relation to the pipe openings of the valvecasing that on the raising of the valve the pipe 51 will be open andcommunication established between the main reservoir and the pipe 52through the pipe 54.

60 is a spring normally holding the valve 55 in its lowermost position.The electromagnets 47, 9 and 59 are wired together in series and thecircuit is electrically connected at one end to the frame 18 and consequently to the shoe 26. The wire leading from the magnet 59 is connectedto the frame of the vehicle and through the wheels forms an electricconnection with the track rails 61.

62 is an obstructing member arranged to the side of the track-way andformed with an arched upper surface curving from end to end, said memberbeing arranged in the path of the shoe 26 as the train moves in itstravel.

63 is a wire connecting the metallic surface of the obstructing member62 with a battery 64 arranged in the road bed.

65 is a wire electrically connecting the track rails 61 with the switch65 of a relay instrument 66 and the circuit to the battery the switch 65is closed and the shoe 26 is in i engagement with the obstructing member62, the current from the battery 64 flows through said obstructingmember and shoe and the frame 18 to and through the electromagnetsarranged in series. 7

68 is an ammeter gage electrically connected to the wire leading to theelectromagnet 47 and having its other terminal connected through a wire69 to a contact instrument 70 to be used by the engineer as hereinafterexplained.

71 is a train of gears operatively connected with the rotor 15 to theoutside of the rotor casing.

72 is an arm pivotally supported from the frame 73 and spring held in avertical position by the rod 74 having the springs 7 5 encircling thesame between the lugs 7 6 extending from said frame.

77 are stops on the ends of the rod 74 adapted to limit the movement ofthe said rod and the arm 72.

78 is a connecting rod pivotally secured to the crank pin 79 on theouter one of the train of gears 71 and at its other end pivotallyconnected to the arm 72 intermediate of its length.

80 is a spindle journaled at one end in a suitable bearing 81 andextending through a threaded bearing 82 at the other end and threadedthereinto and having a reduced squared outer end 83.

84 is a drum rigidly secured to the spindle 80 intermediate of itslength.

85 is a clock mechanism suitably supported from the frame 73 having abearing 86- encircling the squared end of the spindle 80.

87 is a spur gear journaled in the bearing 86 and having a centralsquared orifice through which the squared end 83 of the spindle 80extends. The spindle 80 is thus operatively connected with the clockmechanism and is rotated thereby. The drum 84 is arranged to receive asuitable index sheet having a suitable scale arrangement of hoursprinted thereon and a suitable pencil or point 88 is secured in the endof the arm 72 and arranged to engage the surface of the said index cardand to trace a line thereon as the drum rotates. The drum spindle beingthreaded into the bearing 82 moves longitudinally coincidently with itsrotation and the point 88 thus traces a spiral mark upon the indicatorsheet.

The relay 66 is arranged in the track circuit 89 and operates to closethe switch 65* for operating the semaphore and electrifying theobstructing member 62. The signaling system shown is of the classwherein the semaphores are power held to Clear, but it must beunderstood that the switch 65 may be operated in any desirable manner.

In the operation of this device, as a train in its travel passes eachsemaphore the shoe 26 comes in contact with the inclined surface of thestationary obstructing member 62 and said shoe is swung upwardlythereby. If the semaphore is at Clear the metallic surface of thestationary obstructing member will form an electric contact with theshoe and the current flowing through the electro-magnets 9 and 59 causesthe valves 4 and 55 to be operated. The closing of the valve 4 shuts offthe train line pipe and prevents the escape of air therefrom, As theshoe travels over the arched top of the obstructing member 62 it swingsupwardly turning the spindle 22 and through the feather 23 coming incontact with the side of the notch 36 in the sleeve of the valve 33turns it on its seat moving the slot 34 into register with the air hole20 in the valve casing, allowing the air within the valve casing and itsadjoining parts to escape. The rotary movement of the valve through thepin 38 and connecting link 44 pushes the piston 43-inwardly into thecylin der 42. The electric current flowing through the electromagnet 47holds the armature latch in its raised position so that it will not dropdown and lock the piston. The simultaneous upward movement of the pistonvalve 55 opens communication between the pipe 51 and the air hole 58 andsimultaneously opens communication between the pipe 52 and the pipe 54leading from the main reservoir. The flow of air through the pipe 52exerts pressure against the piston 43 pushing it outwardly and throughthe link 44 returning the valve 33 to its normal position.

The shoe 26 is normally held in a horizontal position by the springs 41arranged to each side thereof and encircling the rod 39. It will thus beseen that the shoe and the several valves will be operated as the trainpasses each signal, consequently the various working parts will be keptin the verybest operative condition.

Before a train starts on its run the clock mechanism is wound up and thedrum set at its innermost position with a new index card placed thereon.The operation of the clock mechanism rotates the spindle 80 very slowlythereby rotating the drum and as the said spindle is threaded, itsrotating movement causes it to move longitudinally through the threadedbearing 82 causing a spiral mark to be made upon the index card. As thelocomotive passes each Clear signal and the air within the chambers isallowed to escape, the rotor 15 is moved slightly by the inflow of airrefilling the chambers and rotating the train of gears 71, swings thearm 72 on its pivot thereby making a slight digression from the spiralline being traced on the drum 84.

The index card may be suitably ruled longitudinally or scaled ofl toindicate time and the record made by the travel of the indicating pencilwill show exactly the time at which each semaphore. is passed and in theevent of a semaphore indicating that a Danger signal has been passed, anexceptionally long digression in the record line will show, theoperation in this case being hereinafter more fully explained.

The signal system being of the normal power held Clear type insures theelectrifying of the obstructing member in the path of the shoe when thesignal is at Clear but in the event of the signal being at Danger by thecutting out of the relay 66 the switch will be opened by gravity withthe consequence that there will be no flow of current through theelectro-magnets on the contact of the shoe with the obstructing member.The valve .33 is rotated by the upward swinging of the shoe 26 and asthe slot 34; comes into register with the air hole 20 in said casing theair from the train line is allowed to escape, thereby making anapplieation of the brakes and automatically stopping the train.

The escape of air through the valve casing 17 causes a flow through thevalve casing 2 and chamber 13. The air flowing through the narrowpassage 12 impinges against the blades of the rotor 15 causing saidrotor to rotate and to operate the train of gears 71 thereby through theconnecting rod 78 swinging the arm 7 2 on its pivot to make an extralong digression from the spiral line being marked on the indicatingcard. The stop lugs on the ends of the rod 74: stop the movement of thegears but suflicient space is allowed to each side of the rotor bladesto allow a free enough flow of air therearound to insure the properreduction in the train line pressure to apply the brakes. On thecessation of the flow of air through the chamber 13 the springs 75acting on the rod 74 return the arm 7 2 to its normal position.

As there is no flow of current through the electro-magnets thedownwardly spring held armature of the magnet 47 will on the inwardmovement of the piston drop into the notch therein, thereby looking itand the valve 33 in the open position so that even though the shoe 26has passed over the obstructing member it cannot return to its normalposition to close the exit opening from the train line pipe.

91 is a wire electrically connected to the obstructing member andcarried along on suitable posts beside the track for a short distance.the distance being such that the train will come to a stop before goingbeyond the length of said wire. When a train has thus been stopped theengineer may take the instrument 70 and getting down from his cab hookthe said instrument on to the wire 91. As soon as the semaphore. whichhe has passed is operated to Clear the flow of current through the saidcontact instrument 70 will indicate on the gage 68 which may be placed.in the cab. The latch locking the pistonwill then be immediatelywithdrawn by the energizing of. the electromagnet 47 and coincidentlythe valve 55 will operate to direct the air pressure from the mainreservoir against the said piston, thereby returning it to its normalposition. The engineer may then proceed with his train in the usualmanner but he will of course have to explain why he passed a Dangersignal, as the indicator gives a positive record of such passing. Theapparatus thus insures proper vigilance on the part of the engineoperator and dispenses with the necessity of Surprise tests.

In the ordinary running of the train and the operation of the mechanismin passing Clear signals the valve 41 is automatically closed asdescribed so that the temporary opening of the valve 33 allows the airin the intervening passages beyond said valve 4 to escape. There is,however, not suflicient area in said parts to make any substantialreduction in the train line pressure on the reopening of the valve 4 onthe passing of the train past the electrified stationary obstructingmember and no application of the brakes willbe made. The valve 55 isreturned to normal by gravity or may be assisted by a suitable spring asshown and on returning to its normal position the air within the pipe 52is allowed to escape above the upper piston portion of said valve andthrough 'the upper end of the casing.

Provision is made so that in the event of the shoe 26 being accidentallybroken proper notice will be given, the holes 31 being connected withthe interior of the casing 17 in the manner described will allow theescape of air from the train line thereby causing an application of thebrakes and stopping the train.

The device throughout is so constructed that in the event of it beingdisabled in any way the result is the stopping of the train.

What I claim as my invention is 1. In an automatic train stop, thecombination with theair brake mechanism, of a valve connected with thetrain line of said air brake, a shoe operatively connected to open saidvalve on every operation thereof. a stationary obstructing memberarranged on the track-way in the path of said shoe and adapted to movesaid shoe to open said valve, means for electrifying said obstructingmember, and electrically operated means for closing the train lineelectrically connected to said shoe.

2. In an automatic train stop, the combination with the air brakemechanism, of a valve connected with the train line of said air brake, ashoe operatively connected to open said valve on every operationthereof, a stationary obstructing member arranged on the track-way inthe path of said shoe and adapted to move said shoe to open said valve.a suitable electric current supply electrically connected to saidobstructing memher and to the track, a switch arranged in the wiringfrom said electric current supply, an electric signal circuit connectedwith the track-way, means included in said electric signal circuit forholding said switch normally closed, and electrically operated means forclosing the train line of the air brake electrically connected to saidshoe and through the engine wheels to said track.

3. In an automatic train stop, the combination with the air brakemechanism, of a valve connected with the train line of said air brake, ashoe operatively connected with said valve, a stationary obstructingmember arranged on the track-way in the path of said shoe and adapted tomove said shoe to open said valve, a valve arranged in the pipeconnection between the train line and the aforesaid valve, electricallyoperated means for closing the latter valve electrically connected tosaid shoe and to the train wheels, a partial electric circuit connectedto the track-way and to said obstructing member and completing theelectric circuit through the electric valve closing means, and means foropening and closing said electric circuit.

4. In an automatic train stop, the combination with the air brakemechanism, of a valve casing interposed in a branch from the train lineof said air brake, a valve arranged in said casing adapted to close saidbranch, a valve casing connected with the aforesaid casing and having aport leading to the atmosphere, a valve in the latter casing closingsaid port, a shoe operatively connected with the latter valve, astationary obstructing member arranged on the trackway in the path ofsaid shoe and adapted to move said shoe to operate the valve connectedtherewith to open said port, electrically operated means for closing thefirstmentio-ned valve electrically connected to said shoe, a partialelectric circuit connected to the track-way and to said obstructingmember and completing the electric circuit through the electric valveclosing means, and means for opening and closing said electric circuit.

5. In an automatic train stop, the combination with the air brakemechanism, of a valve casing interposed in a branch from the train lineof said air brake, a valve arranged in said casing adapted to close saidbranch, an electromagnet arranged within said casing, an armatureconnected with said valve and adapted on the energizing of saidelectro-magnet to move said valve to its closed position, a valve casingconnected with the aforesaid casing, and having a port leading to theatmosphere, a valve in the latter casing closing said port, a shoeoperatively connected with the latter valve,

a stationary obstructing member arranged on the track-way in the path ofsaid shoe and adapted to move said shoe to operate the valve connectedtherewith to open said port, a partial electric circuit connected to thetrack-way and to said obstructing member, and suitable wiring connectingsaid electro-magnet with said shoe and with the engine wheels.

6. In an automatic train stop, the combination with the air brakemechanism, of a valve casing interposed in a branch from the main lineof said brake, a valve arranged in said casing adapted to close saidbranch, electrically operated means for closing said valve, a valvecasing connected with the aforesaid casing and having a port leading tothe atmosphere, a rotary valve arranged within the latter casing closingsaid port and having an opening therethrough adapted to be brought intoregister with said port, a shoe operatively connected with said rotaryvalve and rotatably supported from said casing and projecting outwardlytherefrom, a stationary obstructing member arranged on the track-way inthe path of said shoe and adapted to swing said shoe on its pivot tooperate said rotary valve to open the port in said casing, a partialelectric circuit connected to the track-way and to said obstructingmember, and suitable wiring connecting said electric valve operatingmeans with said shoe and the engine wheels.

7 In an automatic train stop, the combi nation with the air brakemechanism, of a valve casing interposed in a branch from the train lineof said air brake, a valve arranged in said casing adapted to close saidbranch, electrically operated means for closing said valve, a valvecasing connected with the aforesaid casing and having a port leading tothe atmosphere, a spindle journaled in the ends of said casing andextending therethrough and having a feather laterally projectingtherefrom within the casing, a disk valve rotatably supported on saidspindle within said casing and having a centrally arranged sleeveportion formed with a sector shaped notch into which said featherextends, said valve also having an opening therethrough adapted toregister with the port in said casing, a shoe rigidly connected to theextending ends of said spindle and projecting outwardly from saidcasing, a stationary obstructing member arranged in the track-way in thepath of said shoe and adapted to swing said shoe to rotate said diskvalve, a partial electric circuit connected to the track-way and to saidobstructing member, and suitable wiring connecting said electric valveoperating means with said shoe and the engine wheels.

8. In an automatic train stop, the .combination with the air brakemechanism, of a valve casing interposed in a branch from the train lineof said air brake, a valve arranged in said casing adapted to close said7 branch, electrically operated means for closing said valve, a valvecasing connected with the aforesaid casing and having a port leading tothe atmosphere, a spindle journaled in the ends of said casing andextending therethrough and having a feather laterally projectingtherefrom within the casing and having a centrally arranged holeextending longitudinally thereof and an opening leading from said holeinto the interior of said casing and slots cut in the ends thereof, ashoe having a pair of arms adapted to extend to each side of said casingand to fit into the notches in said spindle, said shoe having holesextending longitudinally through said arms and communicating with thehole through said spindle, means for rigidly securing said arms withinsaid slots, an obstructing member arranged on the track-way in the pathof said shoe and adapted to swing said shoe on its pivot to operate saidrotary valve to open the port in said casing, a partial electric circuitconnected to the track-way and to said obstructing member, and suitablewiring connecting said electric valve operating means with said shoe andthe engine wheels.

9. In an automatic train stop, the combination with the air brakemechanism, of a' valve casing interposed in a branch from the main lineof said air brake, a valve arranged in said casing adapted to close saidbranch, electrically operated means for closing said valve, a valvecasing connected with the aforesaid casing and having a port leading tothe atmosphere, a rotary valve arranged within the latter casing closingsaid port and having an opening therethrough adapted to be brought intoregister with said port, a shoe operatively connected with said rotaryvalve and rotatably supported from said casing and projecting outwardlytherefrom, a stationary obstructing member arranged on the track-way inthe path of said shoe and adapted to swing said shoe on its pivot tooperate said rotary valve to open the port in said casing, means forlocking said valve in its open position, means for releasing saidlocking means, means for returning said valve to its normal position, apartial electric circuit connected to the track-way and to saidobstructing member, and suitable wiring electrically connecting saidelectric valve operating means with said shoe and the wheels of theengine.

r 10. In an automatic train stop, the combination with the air brakemechanism, of a valve casing interposed in a branch from the train lineof said air brake, a valve arranged in said casing adapted to close saidbranch, electrically operated means for closing said valve, a valvecasing connected with the aforesaid casing and havinga port leadinsteading to the atmosphere, a rotary valve arranged within the latter casingclosing said port and having an opening therethrough adapted to bebrought into registry with said port, a shoe operatively connected withsaid rotary valve and rotatably supported from said casing andprojecting outwardly therefrom, a stationary obstructing member arrangedon the trackway in the .path of said shoe and adapted to swing said shoeon its pivot to operate said rotary valve to open the port in saidcasing, a cylinder arranged adjacent to the latter valve casing, apiston operating in said cylinder, a link pivotally connected to saidpiston and to a pin rigidly secured to said rotary valve and extendingthrough a slot in the end of said casing closed by said valve, a latchmember arranged to engage said piston to lock the rotary valve in itsopen position, an electromagnet electrically connected with said shoeand adapted to lift said latch to free said piston, electric wiringconnecting said electric valve operating means with said magnet and withthe engine wheels, a partial electric circuit connected to the track-wayand to said obstructing member, and means for returning said piston andsaid rotary valve to their normal positions.

11. In an automatic train stop, the combination with the air brakemechanism, of a valve casing interposed in a branch from the train lineof said air brake, a valve arranged in said casing adapted to close saidbranch, electrically operated means for closing said valve, a valvecasing connected with the aforesaid casing and having a port leading tothe atmosphere, a rotary valve arranged within said casing and having anopening therethrough adapted to register with said port, a shoeoperatively connected with said valve, a stationary obstructing memberarranged in the track-way in the path of said shoe and adapted tooperate said shoe to rotate said valve to open said port, a cylinderarranged adjacent to said valve casing, a piston operating in saidcylinder operatively connected with said rotary valve, means for lockingsaid piston to retain said valve in its open position, a pipe leadingfrom said cylinder, a valve casing connected with said pipe, a pipeconnected to the latter valve casing leading from the main reservoir ofthe air brake, a piston valve arranged in the latter valve casingnormally closing communication between the latter pipe and the pipeleading to said cylinder, an electro-magnet adapted to operate saidpiston valve to open communication between said pipes to allow a flow ofair to said cylinder from the main reservoir, electrically operatedmeans for releasing said piston holding latch, suitable wiringconnecting said latch releasing means and the electric valve operatingmeans and the electro-magnet operating said piston valve With said shoeand With the Wheels of the engine, and a partial electric circuitconnected to the track-Way and to said obstructing member.

12. In an automatic train stop and recorder, the combination with theair brake mechanism, of a valve arranged in a branch from the train lineof said air brake, a shoe operatively connected With said valve, astationary obstructing member arranged on the track-Way in the path ofsaid shoe and adapted to operate the said valve to open the train line,a rotor member interposed in the air passage, and means operativelyconnected to said rotor member adapted to record the application of thebrakes through the operation of the shoe.

13. In an automatic train stop and recorder, the combination with theair brake mechanism, of a valve arranged in a branch from the train lineof said air brake, a shoe operatively connected with said valve, astationary obstructing member arranged on the track-way in the path ofsaid shoe and adapted to operate the valve to open the train line, acasing connected With said valve inclosing a circular chamber having aninlet and exhaust tangentially arranged,

a rotor member having a plurality of buckets on its periphery andjournaled in said casing, and means operatively connected to said rotormember adapted to record the application of the brakes through theoperation of the shoe.

Signed at the city of Toronto, county of York, Ontario, Canada, this 8thday of May, 1911.

JAMES HARRY KEIGHLY MGOOLLUM.

Witnesses: V

H. DENNIsoN, E. HERON.

copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents Washington, D. 0.

